It is my understanding, gleaned from 737-800/900 pilots on these forums, that the higher likelihood of a tailstrike (due to the stretched tail) means those aircraft approach and land in a slightly flatter trajectory, at higher speeds (to compensate for lower AoA as well as weight).
Came up particularly in reference to the AA/Jamaica overrun, and also one at O'Hare (runway 9R, snow/ice, can't recall the carrier - maybe United 1977, Dec. 30, 2015).
And thus it can be harder to nail the perfect speed and flare and avoid a long touchdown or a float in those conditions - less tolerance for small errors. Which can be made even tighter with a slick or compromised runway and/or a tailwind or a Vref additive for gusts.
Nothing to do with deceleration hardware engineering - just that there is more speed to get rid of.
And not necessarily accidents - sometimes just embarrassing "incidents" into the overrun, EMAS, or grass.